Four-wheel drive and transmission therefor.



W. O. WORTH.

' FOUR-WHEEL DRIVE AND TRANSMISSION THEREFOR.

APPLICATION FILED APB..29, 1908.

1,068,957. I Pat n ed July 29,1913.

7 SHEETSSHEET 1.

3 Q 1 Q n d I mars/07m w lis v? :u

W. p. WORTH, FOUR-WHEEL DRIVE AND TRANSMISSIONTHEREFOR.

Patented July '29, 1913.

APPLICATION FILED APR.29, 1908.

'1 SHEETSSHEET 2.

W. 0; WORTH. i FOUR-WHEEL DRIVE AND TRANSMISSION THEREFOR.

APPLICATION FILED APR. 29, 1908.

Patented July 29, 1913.,

7 SHEETSSHEET 3.

W. O. WORTH. FOUR-WHEEL DRIVE AND TRANSMISSION THEREFOR.

APPLICATION FILED APR-29, 1908. 1,068,9570 I 7 SHEETS-SHEET 4. I

Patented July 29, 1913.

W. 0. WORTH. FOUR-WHEEL DRIVE AND TRANSMISSION THEREFOR.

I APPLICATION FILED APR. 29, 1908. Q 1 068,957, Patented July 29, 1913.

7 SHEETSSHEET 5.

W. 0. WORTH. FOUR-WHEEL DRIVE AND TRANSMISSION THEREFOR. 1,068,957.

APPLICATION FILED APR.29, 190a. I Patented July 29, 1913.

7 SHEETS-SHEETE W. 0. WORTH. TOUR-WHEEL DRIVE AND TRANSMISSION THEREFOR.

' APPLICATION FILED APR.29, 1908. 1,068,957, Patented July 29, 1913.

7 SHEETSSHEET 7.

. the road is rough or soft, and it has been:

WILLIAM O. WORTH, 0F KANKAK-EE, ILLINOIS.

FOUR-WHEEL DRIVE AND TRANSMISSION THEREFOR.

Specification of Iiett i'slatent. :Applioationfiled April 29, 1:908. Serial No. 430,000.-

Patented July 29, 1913.

To all whom it may concern Be it known that I, WILLIAM O. WORTH, a citizen of the United States, and a resident of the city of Kankakee, Kankakee county, Illinois, have invented certain new and useful Improvements in F our-Wheel Drive and Transmission Therefor; and I do hereby declare that the following is a full, clear, and exact description of the same, reference being had to the accompanying drawings, and the letters of reference marked thereon, which form a part of this specification.

As automobiles have been heretofore constructed, (except in a very few instances, most of which are operated with electric motive power,) thecaris driven by the rear wheels only. In other words, the -car wit-h its load is pushed ahead b the rear wheels, in consequence where t e road is slippery or 'greasy skidding is likely to occur with consequent likelihood of damage. Furthermore, with the rearwheel drive, inasmuch as the front wheels are merely pushed along, the drive becomes exceedingly diificult when frequently found in practice, in a piece of bad road that though the car cannot proceed ahead, it may be readily backed out of a bad piece of roadiinasmuch as in reversing, cars with such drive are pulled by the rear wheels instead of pushed by the rear wheels. Furthermore in maneuvering a car for position, it is found, in fact, usually is true that if the power is applied to the front and rear wheels the steering may also be effected by turning both the front and rear wheels and the car may be more quickly turned about or placed in any desired position'than in the case where one set ofwheels only is;

turned in steering.

applied with equal eificiency to both the rear and the front wheels both in reversing or in driving ahead, thereby enabling double thetractive effort to be secured with practically;

of the invention to wheels, as the-operator prefers, and the exigencies of the service require.

It is also an object of the invention to afford a construction in which the steering of the car may be accomplished by either the front wheels or the 'rear wheels or by both the front wheels and. the rear wheels as the operator may find best suited in positioning the car.

It is a further object of the invention to afford a construction in which an exceedingly powerful transmission mechanism is installed, said transmission mechanism being adaptable for propelling the car and also to afford in connection with said transmission device a powerful winch, or winches,

operated thereby and adapted for use at any time, either to assist in propelling the car on particularly bad roads, or as more frequently is desirable, to assist in loading and unloading the car or truck with heavy articles, in which instance the power of the Y engine is utilized by means of the transmission mechanism ordinarily used in propelling the car.

The invention embraces many novel features and consists in the matters hereinafter described and more fully pointed out and defined in the appended claims.

'In the drawings: Figure 1 is a top plan view of the chassis of an automobile truck embodying my invention and provided with a double transmission mechanism acting independently for the front and rear wheels respectively, and conjoint-lyacting to'drive' the winch. -Fign2 is a similar view showing the four wheel drive effected with a single transmission mechanism. Fig. 3 is a similar viewshowing a construction in which the front wheels,v only are turned in steering.

Fig. 4 is an enlargedtra-nsversesection on The object of this invention is to afford an automobile construction suitable 'either for; pleasure cars or for trucks, but particularly? suitable for the latter in which the power is lines 44 of Fig. 1, with the driven friction .disks in elevation. Fig. 5 is an enlarged transverse section taken on line 5 of'Fig. 1, and showingt'he universal joint in each of the axle stubs and also illustrating the method-of driving the axle.

Fig. 7 is an. enlarged fragmentary section takenthrough the universal joint in one of the axles and at right angles with that shown ill-*Fig. Fig. 8 is a section taken on line 88-of Fig. 5. Fig. 9 is an enlarged longitudinal section of one of the transverse Fig. 6 is a fragmentary section on line '6--6 of Fig. 5..

driven transmission shafts and the bearings therefor. Fig. 10 is a view in elevation with the outer cap for the universal bearing view of the adjusting end washer and clutch whereby the automobile wheels are respectively engaged .upon the shaft or axle and driven therefrom.

As shown in the drawings, referring first to Fig. 1, A indicates the side sill or frame members of an automobile, which, for the purposes of the present specification, may be described as an automobile truck, though obviously, the construction is adaptable for pleasure as well as commercial purposes. Connecting said side sill members A, in substantially parallel relation are transverse sills a to a inclusive and a and at the extremities the rods a a". Supported upon structural bars of any suitable form (l -a extending parallel with the side sills and bolted or otherwise secured to the cross sills a-a', are the motor supporting sills a a on which is supported the motor B, in. the present instance, as shown, as an internal combustion or explosion motor such as a gasolene engine, though, of course, a motor of different type may be used, if preferred.

Extending longitudinally of the frame is the motor shaftB', on which, as shown, are rigidly secured one or more pairs ofoppositely facing driven friction disks CC' C C as shown in Fig. 1. Said friction disks CC are, as shown, approximately the same distance apart from the adjacent friction disks C and C on the opposite sides thereof and afford, as shown, between each pair of friction disks friction faces, whereby the driven friction disks may be actuated to propel the car. Rigidly bolted on the side sill members A, which are conveniently shown as channel bars, are transverse beams D-DD one between each pairof driving friction disks on the main engine shaft, and as shown, each consisting of two inwardly facing channel bars between the webs and flanges of which are slidably' secured rack bars d d, each facing the other and each meshing with a pinion (1 whereby the racks may be shifted oppositely. Rigidly bolted or otherwise secured on the under side of the side sills A, below said beam are short cylin'dric hearings or housings G, through which from the outer side extends a sleeve G, of cast steel orother suitable metal, provided with outwardly facing ribs gg, eachforming one portion of a ball I than the bore of 'the sleeve G.

the ends of the sleeve G, and between whichare engaged balls 9, affording an anti-fric; tion bearing. Keyed on the inner end of the sleeve G, is a sprocket wheel 9 which is,

rotated by said shell or sleeve G. The outer end of the sleeve G, is enlarged and is spherically concave on its end to aflord one half of the ball shaped socket fcfi' a universal bearing or ball and socket joint, and as shown, at its outer extremity and corresponding approximately with the plane of the diameter of the ball member in said joint, is a flange 9 having apertures therethrough, which register in corresponding apertures in the complemental cap member g, which completes the socket at the outer end of the sleeve. Fitting in said socket is the ball shaped end or head "G of the driven shaft G which is of much small'er diameter Said ball end onsaid shaft is held from rotation .in the socket of the sleeve by means of a pin 9 which extends one on each side of the ball into a suitable recess provided in the flanges g, on said sleeve and cap and at the inner.

end of the pins is provided an enlarged segmental plate g, adapted to fit in a complemental groove or seat in the ball and which extends, as shown, in Figs. 10 and 11, part way around the same longitudinally thereof to permit the inner end of said shaft G to beadjusted relatively the inner end of the sleeve, though of necessity compelling said sleeve to rotate with the shaft.

Supported on the driving shaft and adjustably secured thereon are bearing members G in the oppositely directed endsof which the shafts G are journaled and whereby by the adjustment of said bearing member the inner end of one of said shaftsmay be elevated and the other depressed, or the inner end of one of said shafts swung forward", and the other rearwardly and for this purpose, as shown, a sleeve or collar is secured on the driving shaft B, as indicated by 9 to centralize said bearing, though permitting the same to rock on the shaft B. Supporting said bearing member G*, is a standard or column Gfiwhich is rigidly se.

cured to its. respective beam. Feathered on each of said shafts G is a driven friction disk G G either of which is adapted to engage the forward driving friction disk.

when theother thereof is engaged upon the corresponding rear drivingdisk. As shown also, engaged on the hub of each of said driven friction disks is an upwardly extend- .ing strap or bracket g, and 9 the former of which extends forwardly over the beam before described and in a slot in the top thereof and is rigidly connected with the upper'rack bar and the latter of which extends upwardly through a slot in the bottom of the beam and engages the lower rack bar d, so that actuation of the gear of necessity shifts the driven friction disks correspondingly inwardly or outwardly'with reference 5 to the driving friction disks. Means are provided for actuating said pinion comprising, as shown'in Fig. 13, a shaft 9 which extends through said beams D to D inclusive, and on which said pinions d are rigidly keyed. Saidshaft is provided at its forward end with a bevel pinion g, adapted to mesh with the bevel pinion g, on a sleeve 9", concentric with the steering post, and adapted to be operated by a hand wheel, which'may be positioned below the steering hand wheel in any familiar manner. In

this manner the driven friction disks both for the front and the rear transmissions and the double construction shown in Fig. 1, are adjusted simultaneously and to an equal extent. Means are also shown for adjusting one of the driven friction disks forwardly into engfigement with the .front driving disk. and he other rearw'ardly into engagement with the rear driving disk. For this purpose, as shown, an arm h, is provided upon the column G on the swin ing bearing member G, and as shownyis directed longitudinally of the car or frame and pivotally engaged on the extremity thereof,'is a rod or bar H, which extends transversely and the outer end thereof engages one end of a bell crank lever h, the other end of which it, is pivotally engaged by a rod h as shown in Figs. 2 and 3. In the construction shown in Fig. 1, said arm k of the-bell crank lever, is connected with one end of a lever 71;, the other end of which is connected with a 'rod 71?, which extends to a corresponding arm 7L on friction disks. J

A rod h, is pivotally connected at one end to the lever h, and at its opposite end is pivotally connected with a crank arm h, rigidly secured on a shaft h, and a lever 71. also secured on said shaft 11, is adapted for manual actuation to adjust the front and rear rods it simultaneously, thereby adjusting the respective friction members. Actuation of the rod k, in consequence, serves to shift both the front and rear bell cranks to afford a corresponding adjustment or swing i of the bearing member for said driven trans mission shafts, thereby throwing one of the driven disks forwardly and the other rear- Wardly with the corresponding driving disk and adjusting both transmission mechanisms simultaneously to drive in the same direction. In the same manner the winch shafts II, each provided with a suitable barrel I at its end to receive a line therearound, may be actuated to shift either or both driven winch friction disks into engagement with either or both of the adjacent driving (ii-friction disks and if preferred, a suitable the bell crank for shifting the rear driven crane may be provided at a convenient point on the car and the hoisting line therefor may be operated from the winch on either side the car, or if desired, one winch may be used in loading and the other used in unloading simultaneously.

To secure the four wheel drive before mentioned, the front and rear axles supporting the chassis are constructed substantially the same. In each instance, acast steel sleeve K, of suitable length to receive thereon the spring Ir, for supporting the chassis frame A, is provided at its inner end with an integral housing is, adapted to contain a sprocket wheel K and a friction wheel is, for the band brake 75 Said housing at its lower side is provided with a transversely directed sleeve It, in which is rigidly engaged the end of the axle K, the other end of which is engaged in' the complemental sleete-for the wheel on the opposite side of the frame. Said sleeve K, at its outer end flares outwardly to afford a cup shaped head which fits into a complemental concave head or cup 70 and is pivotally engaged thereto .by means of set or cap screws 70, or other suitable pivotal connections, as shown in Fig. 5. Extending outwardly from the concave head 70, is the sleeve stub k, on which the automobile wheel k is journaled as hereinafter described. a

Rigidly 'seciired in the hub of the band wheel and sprocket 'wheel K is the stub axle is, which is engaged with the head k of the stub shaft is, by means of a yoke 7e affording a universal or gimbal joint. As shown, the axle stub k is journaled in the sleeve K, by means of ball bearings, the cups and cones and balls of which are, as shown, somewhat diagrammatical in Fig. 5, and indicated by is a, and as shown, the automobile wheel lc is journaled on the stub sleeve is, by means of a ball bearing,?the inner balls is, lying in a race formed between the heads of the stub-sleeve and the inner end of the hub, the one serving as the cup and the other for the cone. Threaded on the stub sleeve is an adjusting nut k", whereby the hub of the wheel may be set inwardly to adjust the balls k in their races, and, as shown, a corresponding ball bearing is is provided between the stub sleeve and the outer end of the hub. Said outer end of the hub is shaped to afford in effect one member of a clutch and engaged on the angular end of the stub shaft 10 is a clutch washer K which engages the end of the wheel hub to rotate the samewith the axle stub shaft, and threaded on the end of the hub is a hub cap'lf", whereby said clutch washer may be held in inward adjustment to assure the driving of the wheel by rotation of the shaft. All of the four wheels of the automobile herein described, as shown in Figs. 1 and 2, and the front wheels of the construction shown in Fig. 3, are journaled as herein described, and as shown in Fig. 1 the sprocket wheels 9 on the ends of the shafts G are in'alinement with the sprocket wheels K in the housing 7:, so that the front transmission shown in Fig. 1, drives the front wheels by means of sprocket chains and the rear transmission mechanism drives the rear wheels in a corresponding manner by means. of sprocket chains In the construction shown in Fig. 2, in which the transmission mechanism is constructed singly, each-transmission shaft G is provided with two sprocket wheels gg" side by side, on one of which the sprocket chains 5/ driving to the frontwheels is trained and on the \other the sprocket chain 9 driving to the rear wheels, the effect being the same as before described.

Inthe construction shown in Fig. 3, in

which a single transmission mechanism is shown, the steering is effected only by the front wheels, and the drive is from a sprocket wheel g lon the shaft G, by means of a chain 9, as before described, and as shown, a suitable sprocket wheel 9 is provided at the outer end of each of said shafts substantially 'at the ball and socket joint therefor, and trained about the same and about suitable sprocket wheels on the hubs of the rear wheels is a sprocket chain 9 as shownin Fig. 3, in' which instance the four wheel drive is effectively secured. As shown, each'of the cup shaped heads of the stub sleeves is provided with a steering knuckle or arm L, those of the front wheels being connected by means of a rod 1, and those of the rear wheels being connected in a similar manner by a rod Z and any suitable connection is provided between the steering post L and said arms L, or rods Z-JQ-whereby both the front wheels and rear wheels may be adjusted, 'the one to steer in one direction or both independently and simultaneously, as desired.

A convenient method of connecting the front and rear wheels to operate simultaneously is to secure a bevel pinion Z onthe end of the steering shaft L, which meshes with a beveled pinion Z on the inner end of a shaft Z, to the lower end of which is rigidly secured a lever Z Rods Zf l are pivotally' secured at their inner ends to opposite ends of the lever Z and extend to opposite ends of the machine and are connected appropriatelywith the rods ZZ. Of course,

there are many ways in which this adjustment in steering may be secured. A convenient way is to simply duplicate the usual and familiar present method of adjusting the front wheels in steering and affording a secure connection forthe rear wheels and providing an independent steering wheel for each set of wheels.

The operation is as follows: In propelling the car provided wit-h a (10m transmission mechanism, either transmission mechanism may be used independently of the other. The transmission mechanism not only affords powerful means of transmitting power to the wheels in propelling the car, but effectively operates as a power brake to stop the car. When moving the car in either direction, it is only necessary to actuate the friction lever to throw the. driven friction members into driving engagement with the friction member complemental with that previously engaged. In this manner, the power of the engine may be used as a brake to stop the car, though, hf course, each of the wheels being provided with aband brake Z9 crank 10 and actuating rod 10, the car may be stopped by means of the foot lover or emergency brake, or hand brake, if preferred. Where the winch is used, it is quite obvious that the winch may be used while the car is in motion inasmuch as'the transmission therefor operates independently of the propelling transmission for either set of Wheels, or when the car is loading .or unloading and is-stationary, the driving'or propelling frictions being out of engagement, the hoistin .frictions may be brought into engagement with the driving transmission disks and the engine employed for handling the load. The

ball and socket joints provided for the trans mission shafts and between the axle stubs and stub axles afford great amplitude of movement and adjustment of the wheels,

permitting both wheels of either set to be turned or adjusted as the operator may desire for the most effective placing of his car, and this without in any way afi'ecting the drive, inasmuch as the sleeve and stub axle are not varied from their normal alinement in whatsoever manner the wheels may be turned in steering.

I have provided an exceedingly simple and strong construction, which is capable of being constructed of approximately any capacity and weight, and which makes possible very numerous variations depending upon the service to which the car is to be applied. .1 therefore, having shown but one of numerous forms of construction to embody my invention, do not pur ose limiting this application for patent ot ierwise than necessitated by the prior art.

I claim as my invention:

1. In a motorv vehicle, a frame, front and rear wheels" supporting'the same, an engine supported on said frame, a shaft driven thereby, a plurality of friction disks on said shaft, a plurality of transverse shafts piv- -otally supported at each end, a frictionrear wheels supporting the same, an engine supported on the frame. a longitudinal shaft driven thereby, a plurality of friction disks secured thereon, a plurality of pairs of transverse shafts pivota-lly' supported at each end, friction wheels thereon adapted to engagesaid friction disks, means adapting eachpair of said shafts to be oppositely rotated about one end simultaneously, and

.driving connections betweeneach of said front and rear wheels and one of a part'of the said pairs of shafts.

3. In a motor vehicle a frame, front and rear Wheels supporting the same, an engine supported on the frame, a longitudinal shaft driventhereby, a plurality of friction disks -secure-d thereon, winch shafts and wheel drive shafts mounted-transversely of the vehicle and means thereon adapted to engage said disks and drive all said transverse shaft-s simultaneously.

4. In a motor vehicle a frame, wheels supporting the same, an engine supported on the frame, a longitudinalshaft driven thereby, a plurality of pairs of transversely driven shafts, the ends of each thereof pivotally mounted, coacting friction disks on the drive and driven shafts, means adapted to cause rotational displacement in opposite directions of one shaft in a pair relative'the other affording contact of the said friction disks, and mechanism driving each wheel of the vehicle independently from oneof the driven shafts.

5. In a motor vehicle a frame, front and rear wheels supporting the same, an engine supported on the frame, a drive shaft actuated by said engine, pairs of transmission shafts pivotally mounted on the frame, a rotatable bearing engaging the adjacent ends of each pair of shafts, friction disks on said drive shaft, friction wheels on said trans mission shafts adapted to be contacted with said disks, when said bearing is rotated, and means connecting each pair of supporting wheels with a pair of the saidtransmission shafts tobe driven thereby. o

6. A motor vehicle, transmission and Winch shafts mounted thereon, a motor, friction disks driven thereby and adapted to interchangeably drive said transmission and v winch shafts.

7. A motor vehicle, a frame, combined steering and driving wheels supporting the same, an engine supported on said frame, a drive shaft actuated thereby, a plurality of transmission shafts, each end thereof pivotally mounted, a sleeve operated by each of 8. Ina motor vehicle a frame; a pair of front and a pair of rear wheels supporting the frame, an engine supported on the frame, a shaft driven thereby, transmission shafts. sleeves operated thereby, sprocket wheels secured to the sleeves, a sprocket wheel connected-with each wheel of the vehicle, chains connecting the sprocket wheels for the vehicle wheels with the sprocket wheels on the sleeves, each of the same on a different shaft.

9. In a motor vehicle a frame, pair of front and a pair of rear wheels sii pporting the frame, a motor supported on the frame, a'shaft driven thereby, a plurality of transverse transmission shafts, friction elements for operating the transmission shafts from the driven shaft and a chain transmission between one of each of the wheels of the vehicle and one of the said transmission shafts.

lOmIn a motor vehicle a frame, a pair of front and a pair of rear wheels supporting the frame, a motor. supported on said frame,

a-shaft driven thereby, a plurality of parallel disks mounted thereon, a plurality of transverse shafts mounted intermediate said disks, friction wheels thereon, means for rotating said shafts about one end adapting said friction wheels to contact said disks, and driving connections with each wheel of the vehicle and one of the said transmission shafts.

11. In a motor vehicle a frame, a pair of front .and rear driving wheels supporting the same and adapted to be turned for steering, an engine, a shaft driven thereby, oppositely arranged transmission elements thereon, a winch, and transmission elements for each pair of wheels and for said winch adapted to 'coact with the same elements on said shaft to drive both pairs of wheels and the Winch simultaneously.

12. In a motor vehicle-a frame, front and rear wheels supporting the same, a motor supported on the frame, a main shaftd1- respective rectly connected thereto, transverse shafts comprising individual wheel drives and winches, friction wheels on said shafts, fr1ction disks on said main shaft adapted to be contacted on either face affording a simultaneous drive for said winches and wheel drive shafts.

13. In a motor vehicle the combination with the wheels and the frame supported thereon, of a motor mounted on the frame, a main shaft connected thereto, friction disks secured thereon, transverse shafts pivotally mounted transversely between said disks,

friction wheels onzs'aid shafts, means for ac tuatingsaid shafts adapting said friction of said shafts and driving mechanism con-v nected to each of the four wheels and to each one of four of said shafts.

15. In a motor vehicle the frame, a motor thereon, a shaft connected thereto, a plurality of friction disks mounted thereon and adapted to be contacted on both faces, a plurality of shafts adjustably mounted between said disks, friction wheels thereon, a plurality of rotatable bearings supporting the ends of two opposite shafts adapted to move /said shafts in opposite directions to aflord a ontact between said friction elements.

16. In, a four wheel motor vehicle, a motor, friction disks driven thereby, friction wheels mounted between said disks, said friction disks adapted to be contacted on both faces and said friction wheels each adapted to contact two. of said disks affording distributing means for the power from the motor.

17 In a vehicle, the combination with the front and rear wheels and the axles, of means connecti said wheels with the axles to permit the w eels to be turned from their normal planes of rotation, a frame on said axles,

a motor supported on said frame, a shaft therefor, winch shafts and driving shafts,,

racks slidably mounted on the frame, a longitudinal shaft, pinions thereon engaging said racks, a plurality of pivotally mounted transverse shafts, friction wheels thereon,

arms loosely connected to said wheels and said racks, adapted to move said wheels across the disk when'said longitudinal shaft is rotated, and means connecting one of each of the transverse shafts with each one-ofthe Wheels of the vehicle.

19. In a. motor vehicle of the, class. described, a motor, a shaft connected thereto, a plurality of friction disks thereon, transmission shafts and winch shafts pivotally mounted transversely of the vehicle, friction wheels thereon, and either one of a pair of said friction disks adapted to contact both the transmission and winch shaft friction wheels, affording a simultaneous drive for the respective shafts thereof.

In testimony whereof. I have hereunto subscribed my name in the presence of twosubscribing witnesses.

WILLIAM O. WORTH.

Witnesses:

K. E. HANNAH LAWRENCE REIBSTEIN. 

